Internal-combustion engine.



C. SCHOPPBT. INTERNAL comBUsTmn ENGINE.

APPLIUATIOI FILED NOV. 26, 1912. 1,101,042. Patented June 23, 19M

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INTERNAL COMBUSTION ENGINE.

, APPLICATION TILED NOV, 26, 1912 1,101,042.

Patented June 23, 1914.

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INTERNAL COMBUSTION ENGINE.

APPLIGATION TILED NOV.26, 1912.

1,101,042, Patented June 23, 1914.

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CHARLES SCHOPPET, OF PHILADELPHIA, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 23, 1914.

Application filed November 26, 1912. Serial No. 733,722.

To all whom it may concern:

Be 1t known that I, CHARLES Sonorrnr, a

citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, the object in view being to provide a motor of the rotary or turbine type, embodying a rotor so combined with a recip'rocatory piston and mounted therewith 011 a crank shaft that the gas is compressed by the operation of the reciprocatory piston, and transferred into a combustion chamber, in which it is ignited and then while under expansion admitted to the pockets of the rotor, so as to impart motion thereto.

A further object of the invention is to so arrange the ports and passages of the motor combined with valve mechanism that the direction of rotation of the rotor may be quickly and easily reversed.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts, as will be hereinafter more fully described, illustrated in the accompanying drawings, and pointed out in the claim hereunto appended.

In the drawings: Figure 1 is. a "ertical longitudinal section through an engine, embodying the present invention. Fig. 2 is a vertical section taken at right angles to Fig. 1 on the line 2-2 of Fig. 1. Fig. 3 is a vertical section on the line 3-3 of Fig. 1. Fig. 4 is a horizontal section on the line 4 4 of Fig. 1. Fig. 5 is a side elevation of the motor, showing the general arrangement of parts.

In the embodiment of this invention at present in view, I have showna two-part crank case 1, and an extension at one side thereof and preferably formed integraltherewith, and constituting a cylindrical rotor chamber 2, the'said case as a whole being divided on the line 3, so as to facilitate the manufacturing and assembling of the engine.

4 designates a cylinder containing the compression chamber 5, in which a reciprocatory piston 6 works, said piston being connected to the crank shaft 7 by means of the usual connecting rod 8.

The piston and cylinder referred to are designed to operate on the two-cycle idea, the piston being provided on its head with a battle lip 9. The gas is primarily received through the intake pipe 10 connected to a suitable carburetor, and passes inward through the port 11, so that when the piston 6 is in its uppermost position the gas passes directly downward into the compression space 12 of the crank ease, and when the piston reaches the lowest point in its stroke the gas under compression is shot upward through a passage 13 and through an inlet port 14 into the compression space 5 above the piston. At the same time, any burnt gases remaining in the compression chamher 5 escape outwardly through an exhaust port 15 and are carried away. In the top of the compression chamber 5, a spark plug 16 is inserted for igniting the gas, after it has been compressed a second time by the piston, as the latter reaches the upward limit of its movement.

The rotor 17 is mounted fast on the crank shaft 7, as'shown in Fig. 1, and may be provided with one, two or more annular series of gas pockets 18 and 19 separated by vanes as shown, said series being arranged side by side, but separated entirely from each other, 20 designating packing rings to prevent the escape of gas from one series of pockets to another. The engine casing is also provided with an expansion chamber 21 located at one side of the compression cham-,

ber 55, and above the rotor chamber 22. The

compression and expansion chal tors are placed in communication with earl? other by means of a transfer port 23, embodying a valve seat, against'which a resistance or check valve 21 is normally pressed by means of a coiled expansion spring 25 which oncircles the stem 26 of the valve 24, and.is interposed between a shoulder on the stem and the inner end 27 of an exteriorly threaded stem receiving sleeve or bushing 28 provided at its outer end with a head 29, whereby said bushing or sleeve- 28 may be turned in its threaded connection in the frame of the motor, for the purpose of regulating the tension of the spring 25, after the engine has been started. The valve 24 is primarily set to withstand the normal pressure in the compression chamber 5 which usuallydoes not exceed eighty pounds to the square inch. When the gas has been compressed and ignited in the compression chamber :5 by

means of the spark plug 16, the explosion forces open the valve 24 and the expanding gas rushes into the chamber 21.

Between the chamber 21 and the rotor 5 chamber 22 is a gas chest 30 having inlet and exhaust ports 31 and 32 leading downwardly into the rotor chamber, said ports being shown as divergently related to each other and bearing a substantially tangential relation to the periphery of the rotor.

being adjusted by means of a valve stem 33 which passes outwardly through a stutling box in the side wall of the gas chest. The slide valve 32 is shown as provided with a large exhaust space 34, while the gas chest above the rotor is also provided with an exhaust space 35 registering with the space 34. The gas from the chamber 21 is admit-- ted directly intothe gas chest, and then passes into one or the other of the ports 31 25 or 32, which ever is allowed to remain open by the valve 32,

as the exhaust.

\Vhilethe rotor is provided with two or more series of gas ockets 18 and 19, as illusthe other port then acting trated in Fig. 1, t e slide valve 32 is made in two sections 32 and 32", and between said sections, reversely extending partitions 3G and 37 are arranged so as to form an intervening exhaust tranfer pocket 38. -The 5 object of this arrangement is to enable the expanding gases from the chamber 21 to act on the first series of gas pockets 18, and then after passing upward through one of the ports 31 or 32, said gas is transferred through the port 38 to the second series of pockets 19. Exhausting therefrom, the gas passes through a final exhaust passage 39,

to which the exhaust pipe 40 is connected.

41 designates-an exhaust pipe connected to the exhaust port 15 hereinabove referred to.

Both of these exhaust pipes are illustrated in Fig. 4.

Referring now to Fig. 5, the engine as a whole is therein shown in side elevation, 41

designating the exhaust pipe from the cylinder 4. 42 designates the starting crank combined with the crank shaft in the usual manner, 43 a suitable timer or commutator, bevel geared to the crank shaft, and 44 a water circulating pump, the entire casing of the engine being water-jacketed at various points, as shown at 4-5. 46 designates a transmission gear case, and 47 a coupling head, by which the shaft may be connected up to any device to be driven, such as the passage 13 to the compression chamber 5,

and immediately upon being ignited, it escapes past the valve 24 into the expansion chamber 21. delivered by the slide valve 32 to one or the other of the ports 31 and 32, and into the pockets of the rotor. The gas after having expanded and filled the first series of pockets 18 is subsequently transferred to the next series 19, and in this connection it may be observed that any desired number of annular series of pockets may be employed, according to the expansive properties of the gas being utilized.

While the engine as a whole is especially designed with reference to use of gasolene gas, it will, of course, be apparent that any expansive gas maybe utilized in connection with the construction described.

What is claimed is:

In an internal combustion motor, the combination of a cylinder embodying a combustion chamber, a reciprocatory piston working therein, an expansion chamber arranged at one side of said cylinder and its combus-- tion chamber, a crank shaft to which said piston is connected, a rotorfast on said crank shaft and embodying a plurality of series of vanes, a rotor casing in communication with said combustion chamber, means whereby the gas is transmitted from one series of vanes to the next series, valves for controlling the admission of the expanded WVhile still expanding, it is gas to each series of vanes, and means for simultaneously shifting said valves to reverse the direction of movement of the rotor. In testimony whereof I aflix my signature in presence of two witnesses.

CHARLES SCHOPPET. Witnesses: 1

AUGUST VVIELAND, EDWARD WIELAND. 

